Equalizing fulcrum arrangement



June 1, 1943. E. .4. HARLEY 2,320,864

EQUALIZING FULCRUM ARRANGEMENT Filed Nov. 30, 1940 2 Sheets-Sheet l All;

INVENTCR EDWARD lJ. HABLEY June 1, 1943. E. .1. HARLEY EQUALIZING FULCRUM ARRANGEMENT Filed Nov. 30, 1940 2 Sheets-Sheet 2 INVENTOR E owmao J. H HELEY BY ATTORNEY Patented June 1, 1943 UNlTED STATES PATENT QFFICE EQUALIZING FULCRUM ARRANGEMENT Edward J. Harley, Philadelphia, Pa.

Application November 30, 1940, Serial No. 367,967

9 Claims.

This invention relates generally to spring rigging equalizing systems for locomotives and particularly to an adustable fulcrum arrangement forequalizing beams applicable to leading or trailing locomotive trucks-or other parts of the main equalizing spring rigging system, this application being a continuation-in-part of my Patent 2,229,624, issued January 21, 1941.

It is an object of my present invention to provide improved fulcrum means that is not only adjustable for an infinite number of positions thereby permitting a very effective and highly satisfactory distribution of weight on the wheels but also accomplishes this with a structure that is conducive to maximum ruggedness and to maintaining the spring rigging elements in their original shape and form so that the same are not weakened and do not require special treatment or design.

Another object is to provide an adjustable fulcrum arrangement that is relatively simpleand economical in construction, operation and maintenance and yet has complete freedom in its ability to incrementally adjust the distribution of locomotive weight while at the same time presenting an arrangement that is compact and highly accessible.

Other objects and advantages will be more apparent to those skilled in the art from the following description of the accompanying drawings in which:

Fig. l is a fragmentary side elevation of a locomotive embodying my improved adjustable beam fulcrum in connection with a trailing truck;

Fig. 2 is an enlarged side elevation of an adjustable fulcrum together with a portion of the locomotive truck adjacent thereto;

Fig. 3 is a transverse section taken substantially on the line 33 of Figs. 1 and 2;

4 is a horizontal section taken on 4'4-of Fig. 2;

Fig. 5 is a perspective of one portion of an equalizing beam with one form of fulcrum seat shown thereon;

Fig. 6 is a perspective of a combined fulcrum block and pin;

7 is a. modified arrangement of the invention; and

Fig. 8 is a vertical section taken on 8 -8 of Fig. '7.

In the particular embodiments of the inventhe line the the than, such a are disclosed herein merely for the purpose of illustrating certain specific forms among possible others that the invention might take in practice, I have shown the conventional spring rigging system having main locomotive.

4 through usual equalizing beams all of which are generally numbered 5 and the springs are in turn supported on truck wheels 6 and driving wheels I. For the purpose of illustrating my improved fulcrum only the truck frame need be described, although various other types of frames could be obviously used. The term frame as herein used in reference to a locomotive refers either to a locomotive or truck frame.

In the modification shown in Figs. 2 and 3, the frame is provided with transversely aligned elon-' gated openings located substantially above the level of the upper edge of an equalizing beam 26. A fulcrum seat block 21 is placed on the upper edge of the equalizing beam while a combined fulcrum pin and block generally indicated at 28 is associated, with the frame. As shown in Figs. 2, 3 and 6, this combined block comprises inner and-outer vertical portions 29 and 311 connected by a transverse upper portion 3! and a semicylindrical element 32 which is herein referred to as a fulcrum pin. Projecting downwardly fromthe outer portion 3!! is an extension 33. This combined block is inserted within the openings 25 formed in each of the frame walls 35 and 36 with the upper and lower horizontal surfaces of the vertical portions 29 and snugly and longitudinally slidably fitting the parallel walls of openings 25 while the extension 33 rests against the outer surface of the frame side 35, Fig.3. The surface 3| of the block rests against the upper horizontal wall it which connects the two frame wall and 36. The fulcrum pin 32 is seated in block 2'! to support the Weight of the locomotive on the equalizing beam. To prevent the semi-cylindrical pin and seat from completely separating at any time, a stud 38 is fastened in the frame beneath the equalizing beam.

In operation, the equalizing system is assembled and the shiftable fulcrum blocks temporarily tacked in their approximate position or loosely lefttherein, but in either case after the locomotive is weighed th blocks 2! and 28 may be longitudinally incrementally shifted to "adjust the position of the fulcrum. The block *2! is finally permanently secured to the equalizing beam 26 as by welding at 39 while the frame block 28 is welded to the frame as at 40. In the modification shownin Figs. 7 and 8 the frame sidewalls 35- and 36' are connected by an 5 upper horizontal wall 4|. The side walls, however, do not have any transverse openings therein as shown in Fig. 2. A relatively long and narrow fulcrum seat block 42 and a semi-circular fulcrum pin 43 are interposed between the frame top wall 4| and the upper edge of an equalizing beam 26' which is identical to the beam 26 shown in Fig. 2. The half round fulcrum pin 43 and block 42 are preferably respectively seated on the equalizing beam and frame wall 4|. The fulcrum 43 by being of half round material has its semi-circular surface terminate in the horizontal flat surface which extends substantially across the diameter of the pin. As a result of the half round construction, it can be formed in an extremely simple manner without any sacrifice whatsoever of its full effectiveness as a fulcrum and yet due to the flat side of this half round member it may be seated easily and expeditiously on the top surface of the fulcrum beam 26' and welded thereto at its corners as indicated at 45. This fulcrum, as shown in Fig. 8, is the same width as the equalizing beam. Also the fulcrum in substantial alignment with the equalizing K beam. This facilitates rough alignment of the block with the equalizing beam during both initial assembling and incremental shifting of these elements.

A further advantage is that after the block and fulcrum pin are incrementally shifted to their final position for giving a desired weight distribution, block 42 may be temporarily tacked by Welding at 4'! which is its most accessible end, the block 42 being preferably of sufficient length at its right end so as to project beyond the Vertical edge 43 of the side Wall 35'. After the block is temporarily tacked the beam may be removed and the block permanently welded at points 41 and 48. Once the position of the block is determined it is then possible to measure the exact position for the half round fulcrum 43 in order that the swing links 49 mayhang vertically.

It will be understood that both the blocks and half round fulcrums 43 are shifted together to maintain the normal vertical position of the spring hanger links, although for very small adjustments the fulcrum blocks may be shifted alone.

From the foregoing disclosure of the two modifications, it is seen that I have provided an extremely simple, compact, rugged and yet fully effective fulcrum block and pin that may be readily incrementally shifted, this construction having the further advantage that the elements such as the equalizing beam and the frame as.

shown in Fig. 7 are without any openings or other weakened portions and that a very substantial seating surface is provided for the fulcrum seat members which engage the horizontal wall of the frame.

The operation is believed to be apparent from the disclosure herein but briefly when the proper positions of the fulcrums are obtained the fulcrum seat and pin members may be permanently secured in position by welded seams as above indicated, but even such permanent welding can be readily removed at any future time in the event that subsequent operation or, alterations 7.5

or additions to the locomotive, should require further shifting of any fulcrum. In any case, however, it is seen that the position of the fulcrum can be determined and obtained not only with maximum ease and minimum expense, but also with great accuracy.

It is never necessary to bodily remove or replace any of the half round pins or seat members to effect an adjustment, all of the parts simply remaining in their normal operative relation regardless of the infinite number of adjustable pins that are available. Such an arrangement is conducive to maximum flexibility of production and complete satisfaction to a railroad customer as to the weight distribution desired by it.

It will of course be understood that various changes in details of construction and arrangement of parts may be made by those skilled in the art without departing from the spirit of the invention as set forth in the appended claims.

I claim:

1. The combination in a locomotive comprising a frame having opposed transversely spaced walls that extend longitudinally to form a side member of the frame, said Walls being connected by an upper horizontal wall, a spring rigging system including an equalizing beam pivotally connected at its ends to the springs in the system and disposed between said walls, and a fulcrum seat member and a fulcrum pin member, said members being in vertical alignment and having direct pivotal engagement with each other, means whereby one of said members is supported non-rotatably at all times on the top surface of said equalizing beam between said end pivotal connections thereof, and means whereby the other of said members is supported non-rotatably at all times against the under surface of said horizontal wall, said top surface being substantially straight for a sufficient distance beyond the ends of the memberseated thereon so that longitudinal slidable adjustments of said latter member may be made to any extent on said top surface necessary to effect a desired fulcrum position. v 2. The combination in a locomotive comprising a frame having opposed transversely spaced walls connected by an upper horizontal wall, a spring rigging system including an equalizing beam disposed between said-walls, a fulcrum seat member and a fulcrum pin member, said members being in vertical alignment and having direct pivotal engagement with each other, means whereby one of said members is supported n0nrotatably at all times on the top surface of said equalizing beam, means whereby the other of said members is supported non-rotatably atall times against the under surface of said horizontal wall, said top surface being substantially straight for a sufficient distance beyond the ends of the member seated thereon so that longitudinal slidable adjustments of said latter member may be made to any extent on said top surface necessary to effect a desired fulcrum position, and said fulcrum seat member being a relatively long and narrow block secured in position by a welded seam-located at the corner formed at the juncture of the block and its supporting member.

3. The combination set forth in claim 1 further characterized in that the longitudinal side walls of said frame terminate at one end in a vertical edge and said fulcrum seat member terminates adjacent said vertical edge.

, 4. The combination-set forth in claim 1 further characterized in that the longitudinal side walls 5. The combination in a locomotive comprising a frame whose sides are each formed of longitudinally extending transversely spaced walls connected by an upper horizontal wall, a spring rigring system including an equalizing beam disposed between said side walls beneath said horizontal wall, and a fulcrum seat member having a substantially flat supporting surface on one side and a cylindrical fulcrum recess on its other side, a half round fulcrum pin member having a substantially flat supporting surface, said members being in vertical alignment and said half round fulcrum pin being directly seated in said fulcrum recess for direct pivotal engagement therewith, one of said members being non-rotatably supported through its fiat surface on the top surface of said equalizing beam and theother of said members being non-rotatably supported through its flat surface against the under surface of said horizontal wall, and said top surface of the beam being substantially straight for a sufficient distance beyond the ends of said member supported thereon so that longitudinal slidable adjustments of said latter member may be made to any extent on said top surface to effect a desired fulcrum position.

6. The combination set forth in claim further characterized in that said half round fulcrum pin has its semi-circular portion terminating at the flat surface, said fiat pin surface extending substantially across the diameter of the pin and resting directly upon its supporting member.

7. The combination in a locomotive comprising, a frame provided with a longitudinally extending opening therein and a spring rigging system having an equalizing beam, a longitudinally shiftable combined fulcrum block and pin disposed in said frame opening and having slidable supporting contact with the frame during shifting from one position to another, a fulcrum biocl; supported on said equalizing beam and being longitudinally shiftable of and slidable thereon to support said fulcrum pin, and means for securing said blocks to said frame and beam respectively.

8. The combination set forth in claim '7 further characterized in that said fulcrum pin is of semicylindrical shape and said fulcrum block for the equalizing beam has a semi-cylindrical recess to receive said pin.

9. The combination in a locomotive comprising a frame having side members provided with a longitudinally extending horizontal supporting surface and a spring rigging system having a longitudinal equalizing beam disposed beneath said supporting surface, said beam being pivotallyconnected at its ends to springs of the spring rigging system, a fulcrum seat member having a substantially flat supporting surface on one side and a cylindrical fulcrum recess on its other side, a fulcrum pin member having a pivotal bearing portion and a supporting surface, said members being in vertical alignment with each other so that the fulcrum pin is directly seated in said fulcrum recess for direct pivotal engagement therewith and said members also being interposed between and in slidable supporting contact with the horizontal frame surface and the top surface of the equalizing beam, whereby longitudinal slidable adjustments of the fulcrum may be made to effect a desired fulcrum position after which the fulcrum recess member and pin may be permanently secured to the frame and equalizing beam,

EDWARD J. HARLEY. 

